
Introduction
Signalling is one of the most important parts of any railway. It exists to ensure the safety of people, trains, and the surrounding infrastructure. For the most part, this is ensured by having one train, in one section, at one time.
This guide will cover the majority of information needed to learn signalling in Dovedale. Beforehand it is essential that you have read the Signals and Signs pages so that you have sufficient knowledge of topics that are covered in this guide.
Chapter 1 will outline the basic principles behind signalling, Chapter 2 will familiarise you with how to operate signalling equipment, and Chapters 3-7 will explain all the procedures and different methods of working needed to start signalling. Chapter 8, along with the Qualified Signaller Handbook, provide additional resources and further detail on signalling if you are interested. Once you have learnt signalling, you can apply to become a Qualified Signaller to access exclusive priveleges.
The Development of Signalling
1.2 - The Basics: Block Signalling |
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Block signalling is the first principle of all modern signalling systems; the general principle being that there should only be one train, in one section, at one time, with few exceptions. Absolute block came as a result of incidents in the time interval system in the 1850s. It was made mandatory for all railways in 1889 and forms the basis of all modern railway signalling. In fact, there are still many signal boxes working under this methodology today. In principle:
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Signalling Equipment
2.1 - Lever Frame | ||||||||||||||||||||
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![]() ![]() ![]() IntroductionThe lever frame is perhaps the most important part of a mechanical signal box, controlling most of the signalling infrastructure in the surrounding area. If a lever is in the frame/pointing away from you, it is referred to as being in the "normal" position. If a lever is out of the frame/pointing towards you, it is in the "reversed" position. For signals, this means that a signal is "on" when its lever is normal, and "off" when its lever is reversed. Attached to each lever is the "pull plate" which states the lever's number, description, and a list of levers which must be pulled prior to pulling the current lever. An example can be seen to the right. Whilst the lever descriptions may seem cryptic at first, Section 2.3 (Track Layout Diagrams) will explain the meaning behind them. InterlockingMost levers will require the signaller to have certain other levers in the reversed or normal position before that specific lever can be reversed. This is known as interlocking, a core concept of signalling which ensures the safe passage of trains, preventing situations such as a signaller clearing a signal over unset points, moving points whilst a signal is cleared over them, clearing a distant signal without all stop signals cleared ahead, etc. This concept will be further discussed in Section 2.10 (Clearing Routes), which will use your knowledge of signalling equipment to safely move trains through your area of control. Lever ColouringLevers are coloured to help you identify their function at a glance. A white stripe in the centre of a signal lever indicates that it is electronically released by another signal box. Please note, in some cases these differ from real life standards. The colours currently in use are as follows:
Lever HandlesSome levers have shortened handles. For signal levers, this indicates that a mechanically operated signal has been replaced with an electrically operated semaphore or colour light signal. For blue over black points levers, this indicates that the points and FPLs have been motorised and automated. For white over blue FPL levers, this indicates that the FPL has been motorised and disconnected from the lever, but the lever still operates the interlocking mechanism and must be used as if it were a functional FPL. |
2.7 - Barrier Pedestals & Gate Wheels |
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In most signal boxes, manually controlled level crossings are operated by a barrier pedestal. The barrier pedestal has two interactable buttons: "Barriers Lower" and "Barriers Raise". Some crossings have "On-call" functionality; these can be kept down until a road user presses a plunger which activates an annunciator on the level crossing control. You then may raise the level crossing. After 3-5 minutes or when needed, the level crossing can then be lowered. Before you can clear any signals over the crossing, you must:
After all trains have passed and it is safe to do so, you should raise the barriers. Marigot Crossing Signal Box is fitted with a gate wheel. The same procedure should be followed, however the gates are operated through the "R" and "F" keys on your keyboard, and the "Gate Stops" and "Gate Locks" levers must both be normal to move the gates. Some boxes are fitted with a crossing interlock lever. This must be correctly set before signals can be cleared over the crossing. ![]() ![]() |
2.9 - Signal Box Special Instructions |
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Each signal box has unique circumstances, thus a list of special instructions and information is provided for each box, located on the pin-up board next to the list of bell codes, and in the Qualified Signaller Handbook. This contains information on methods of working, permissive working arrangements, modifications to procedures, and any other important information specific to that box. It is important that signallers know and follow these instructions when signalling a new box. ![]() |
2.10 - Clearing Routes |
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Now that you have a good understanding of how signalling equipment works, this knowledge can be put into practice by completing what we set out to do: ensuring the safe movement of trains throughout the signal box's area of control. This section will discuss the overall process of signalling trains within your area of control. You will need to read chapters 3-5 to learn about methods of working, that being the regulations for sending trains between boxes. It is suggested you re-read this section after you have read the rest of the guide, as it will help to consolidate the general process of signalling a train. Below are the steps you should follow to signal a train: 1. Determine train informationThe first step to signalling a train through you area is getting the relevant information for that train. You will need to know its classification, destination, location from which it will be approaching, (possibly) length, and any other relevant information before deciding how to route it. There are really only two places a train can come from: either from spawning in your area, or offered from another signal box. If a train spawns in your area, you will likely be able see the train and its destination UI which will provide all the information necesssary. If it is not visible, try to communicate with the driver to obtain the needed information, or signal it ahead into a platform or line where you can see the train (this is often the case for MS and GJ). If a train has been offered by another box, the signaller should provide you with any required information for that train by telephone, or it will be implied by bell codes etc. 2. Set routeOnce you know the necessary information, you should decide how you will route it through your area. Consider what platform to use, whether there are length restrictions, if the destination can only be accessed by a certain line/platform etc. Look at the diagram, starting from the line the train will approach from, tracing a route towards the destination. Consider which points and FPLs you will need to set, and move them to the correct position. Take note of which signals will need to be cleared, but do not clear them immediately. Note that Chapter 6 covers routing procedures in further detail. 3. Clear signalsWhen the train has entered the section in rear of your box, you should clear your home signal(s) for the route you have set. If the interlocking prevents the signal from clearing, check what you need to change by looking at the interlocking hints. Once you receive clearance to send the train to the next signal box (covered in Chapters 3-5), you can clear the starter signal(s) and distant signal. |
Absolute Block Signalling
3.3 - Bell Signals |
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Bell signals are used to communicate between signal boxes, and are still used today in lieu of telephone communications. Bell codes have distinct advantages over verbal communication, namely:
A list of commonly used bell codes can be found within all signal boxes, however a complete list can be found on the bell codes page. You must acknowledge all bell signals by repeating them. You must not consider any bell signal as understood until it has been correctly acknowledged. You must send call attention (1) and have it acknowledged before you send any other bell signal, except for:
In most boxes, there is more than 1 bell. To differentiate between each bell, you can click on the metal bell itself to hear the sound. This will not send a signal to the other signal box, and can only be heard by your player. |
3.5 - Procedure: Opening, Closing & Testing |
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Opening a Signal BoxWhen you open your signal box you must send opening of signal box to all surrounding signal boxes.
Closing a Signal BoxWhen you close your signal box you must:
Testing EquipmentAs soon as possible after opening, if no trains are immediately due to be signalled, you must test your bells and block instruments. You, signaller "A", will be sending testing equipment to signal box "B". A: Send call attention (1)
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3.6 - Procedure: Shunt Into Forward Section |
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This regulation must be used when a train needs to pass your last stop signal into the block section for shunting purposes. If a train is to be shunted in the wrong direction of a double line, you must use 3.7 Blocking Back instead. When sending shunt into forward section, you must:
If you receive shunt into forward section you must:
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3.7 - Procedure: Blocking Back |
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This regulation must be used when you must send a train in the wrong direction of a double line for shunting purposes. If you're shunting a train in the right direction, you must use 3.6 shunt into forward section. If you are intending to send Blocking Back, you must:
When you are receiving Blocking Back, you must:
You must not acknowledge blocking back if you have allowed a movement toward the sending signal box which would conflict with the shunting movement at the sending signal box. On a single line, you must use shunting train into forward section instead of blocking back. |
3.8 - Procedure: Cancelling & Train Incorrectly Described |
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CancellingIf a train is not going to proceed but you have already sent is line clear or train entering section, you must:
If you receive cancelling (3-5) you must acknowledge it and place your commutator to normal. Train Incorrectly DescribedIf you have sent the incorrect line clear and the signal box in advance has acknowledged it, you must:
If you receive train incorrectly described (5-3), you must acknowledge it and then acknowledge the correct is line clear. Do not move the commutator on the block instrument. |
3.9 - Procedure: Obstruction Danger |
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When to SendYou must send obstruction danger if you need to stop trains coming towards your signal box due to an obstruction or other emergency within the block section. You must immediately, and without sending call attention, send obstruction danger (6) to all relevant signal boxes. You must send obstruction danger even if you have not received is line clear or train entering section. You must also send obstruction danger if a train is approaching which you have not:
You do not need to send obstruction danger if you can move facing points to a line that is clear. Sending Obstruction DangerWhen sending obstruction danger (6) you must:
You must then tell all relevant signallers the reason for sending obstruction danger. You must then reach a clear understanding of the lines affected and which can be re-opened for trains. If you receive train or vehicles proceeding without authority in the right direction (4-5-5) after sending obstruction danger, you must take all possible actions to stop the approaching train. If you receive cancelling for a train which has been acknowledged before you sent obstruction danger, you must acknowledge it but keep the block instrument at train on line. Receiving Obstruction DangerIf you receive obstruction danger (6) you must:
If no train has been signalled towards the sending signal box, you must acknowledge obstruction danger. If you cannot stop a train heading towards the signal box, or there is already a train in section, you must not acknowledge obstruction danger and immediately send train or vehicles proceeding without authority in the right direction. If you succeed in stopping a train, you must then acknowledge obstruction danger and send cancelling. You must then find out why obstruction danger was sent, and reach a clear understanding of the lines that remain blocked and which can be re-opened for trains. Obstruction RemovedWhen the obstruction has been removed, or if a train can pass clear of the obstruction, you must send call attention followed by obstruction removed (2-1-2) and place your block instrument to normal. However, if there is a train in section you must not send obstruction removed until that train is clear of the section. |
3.10 - Procedure: Train or Vehicles Proceeding Without Authority |
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Train or vehicles proceeding without authority in the right direction (4-5-5)If a train or vehicle proceeds without authority in the right direction, you must:
If you receive train or vehicle proceeds without authority in the right direction, you must:
If there is already a train in section, you must:
If there is no train in section you must send train out of section and signal the next train as normal. Train or vehicles proceeding without authority in the wrong direction (2-5-5)If a train or vehicle proceeds without authority in the wrong direction, you must:
If you receive train or vehicle proceeds without authority in the wrong direction, you must:
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Electric Token Block Signalling
4.2 - Signalling Regulations |
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Signalling regulations under Electric Token Block are very similar to that of Absolute block, with a few key differences described below. Note that sections 3.8, 3.9, and 3.10 of AB apply to ETB unchanged, so will not be discussed. Offering and Sending TrainsWhen offering a train, you must follow the same procedures as described in Absolute Block section 3.4, with the following differences:
Opening, Closing & TestingThe procedures for opening and closing are identical to that described in section 3.5. The following procedure must be used when testing equipment for an ETB section: You, signaller "A", will be sending testing equipment to signal box "B". A: Send call attention (1)
ShuntingIf a train is required to enter the block section for shunting purposes, you must:
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Tokenless Block Signalling
5.3 - Tokenless Block - Operation |
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Tokenless block operation is largely different compared to other methods of working in game. Bell signals are not needed for this method of working. To offer a train, you must perform the following:
After offering, you should inform the signaller at the adjacent box of the train headcode. An example script could be: "Hello, Satus Signaller. Is the line clear for train 2F05? (Or Two Foxtrot Zero Five, to avoid filter.)", "Line is clear for train 2F05.", "Thank you." If you are unable to accept, then you should say: "No, train 2F05 refused." Note that you can also do this while the train is still offering, or even after the train was accepted. For ease of operation, Dovedale's TB Instruments have sounds in them that can be used as alerts similar to bell codes in other block instruments. If the accepting box's acceptance lever is not set to accepting, it will make a bell sound alerting them. Once their acceptance lever has been changed to accepting, the box that offered a train will be notified with a bell. Once the section signal is cleared and the train has passed it, the train will occupy a track circuit, causing both boxes' TB instruments to move to "Train In Section". When the train arrives at the receiving box it will activate a treadle or track circuit. (Anything else will cause the system to prevent Train Arrived from being pressed) If the train is complete with a tail lamp, the accepting box will then turn the acceptance lever to normal, before pressing Train Arrived to reset the block instrument to normal. When accepting, simply perform the actions of the accepting signal box above. If the offering box needs to cancel the train, the signaller must ask the accepting box to turn their block instrument to Normal then press Train Arrived to reset it. If the train despawns mid-section, the accepting signal box must turn their block instrument to Normal and press Train Arrived, then notify the offering signal box that the train has despawned. |
Operating Signals
6.1 - Clearing and Replacing Signals |
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General RegulationsRegulations apply to the operation of each type of signal. It is important that you follow these to ensure the safe passage of trains. You must never replace a signal to danger or caution if this would cause an approaching driver to see an adverse (unexpected) change of signal aspect (ACOA), except in an emergency. For example, replacing a stop signal to danger in front of a moving train. If you must replace a signal due to an emergency which would cause an ACOA, you must inform the approaching driver that you have done so. If you have accidentally replaced a signal causing an ACOA, you must inform the driver of the intended aspect and whether to proceed. You must always use the main aspect or indication when there is an associated subsidiary signal, except when:
Stop SignalsClearing Before clearing a stop signal, you must ensure that:
Where the next stop signal is at danger, you must not clear a signal that cannot display a caution aspect until the train is nearly at a stand. This is to ensure that the driver's speed is controlled to stop at the next signal. Replacing You must replace a stop signal to danger as soon as the last vehicle of the trainset has passed the signal, and it has passed over all points facing to the movement. If a train is stopped with a portion still on the approach side of a stop signal, you must place that signal to danger. Distant SignalsClearing Before clearing a distant signal, you must ensure that all stop signals until the next distant signal or until the end of the section are set to clear. Replacing You must replace a distant signal to caution as soon as the train has passed the signal. Shunt SignalsClearing You should always attempt to clear all shunt signals required for the movement before allowing the driver to proceed. If you cannot clear all shunt signals, and you need to stop the train at an intermediate shunt signal, you should first advise the driver. Calling On SignalsClearing You must ensure that a train is stopped or has slowed to a near stop before clearing a calling on signal. You must check that permissive working is permitted for all vehicles involved in the movement. |
6.2 - Permissive Working | ||||||||||||
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Permissive Working allows trains to be signalled into signal blocks already occupied by another vehicle(s). A signal block is a section of track between two stop signals, or between a stop signal and a dead-end/buffer. Permissive working cannot be used to signal multiple trains through a block section between two signal boxes. Types of Permissive WorkingPermissive working is categorised into different types, which limit its use to specific circumstances. The permitted uses of permissive working at each signal box are listed in the signal box special instructions. Contigency permissive working should only be used if a train is required to be signalled onto an occupied line due to unexpected circumstances, e.g. if you accidently accept a train at Satus without any empty platforms, and the train would block movement on the single line. Permissive working may be used in emergencies even when not normally permitted, e.g. to allow a train to assist another, failed train.
Requirements for Permissive WorkingBefore signalling a movement under permissive working, you must check that all the following conditions are met:
Signalling a Movement under Permissive WorkingWhen clearing a signal to allow a movement to be made under permissive working, you must follow the below procedure: If a subsidiary signal is provided:
If no subsidiary signal is provided:
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6.3 - Authorising Signals to be Passed at Danger |
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Before authorising a driver to pass a signal at danger, you must ensure that:
When passing a signal at danger, you must reach a clear understanding with the driver as to what move will occur. You must tell the driver:
You may then provide verbal authority to pass the signal, or provide a yellow handsignal. |
6.4 - Making Unsignalled Moves |
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Before making an unsignalled move, you must ensure that:
You must reach a clear understanding with the driver as to what move will occur. You must then either:
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6.5 - Signal Passed at Danger Without Authority (SPAD) |
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If a train has passed a signal at danger, or you have been made aware of a train heading towards your signal box without authority, you must:
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Routing and Regulating Trains
7.3 - Train Classifications | |||||||||||||||||||||||||||||||||
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Trains are separated into classes based on what they are carrying, service type, their consist, whether they are limited to a certain speed, etc. This information is important to signallers for determining the priority of trains and applying necessary regulations. Each class is assigned a unique number, with lower numbers generally having higher priority. Trains are separated into classes as follows:
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7.4 - Routing and Regulating Procedures | |||||||||||||||||||||||||||||||
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Routing TrainsRouting should be done as soon as the train enters your signalling area or "Is Line Clear" has been sent to the box in advance, unless impossible to be done due to other traffic. When able, the signaller of the box in rear will try to describe the train to you, usually via telephone. If this is not possible, you must use alternative methods to obtain the route such as asking the driver for the route, checking the destination UI, or checking the Dovedale Live Map. You must always route a train towards its intended destination, however you may suggest a driver to use an alternative route if there is heavy traffic in their intended direction. If a signal box ahead is closed, you must inform the driver that they must either select a different route or proceed on sight towards the unsignalled box where they may encounter obstructions. An exception to this rule is if a driver changes their destination during their route without asking the signaller, and it is impossible to signal the train to its new destination from its current location, or you have already requested clearance to send it to another signal box. Trains travelling to their destination via Cosdale Harbour should first use the CH destination, then change to their final destination once arrived at CH, as a stopgap method until a more advanced routing system is released.
Regulating Traffic & Train PriorityTraffic in Dovedale should be prioritised according to Headcode and Lateness, regardless of operators, train class, or whether trains are operated/spawned by staff. Headcode in this context refers only to the train classification number.
Lateness is subjective and depends on how long a train has been standing at a signal, if for example at Dovedale Central there are two trains, one being a Class 2 which has been waiting on the platform for 5 minutes and another Class 2 which has just activated TRTS, It makes more sense to send the first Class 2 rather than the other Class 2. A train is considered ready to depart once it has closed its doors or has been standing at a platform for ~20 seconds, if operating under driver only operation. If a guard or dispatcher is present, a train is considered ready once TRTS has been activated (only if TRTS equipment is installed.) Note that TRTS is not required for a train to depart under driver only operation. You should follow the cases below as a general guide for regulating trains. When regulating more than two trains, or when multiple cases apply, you should use a combination of cases to determine which to send first:
These cases are purely advice. Signallers should use their own judgement when signalling and regulating traffic, priority is often subjective and signallers should aim for maximum efficiency if possible, whilst being fair to all drivers.
Example ScenariosThese scenarios will provide some examples for how you might route & regulate trains. Answers can be found at the bottom. Questions
Add more if you want.
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7.5 - Dispatchers |
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Dispatchers may choose to operate at any station and do not require permission from a signaller to do so, however they must operate in accordance with regulations and communicate regularly with the signaller. When a dispatcher commences duty at a station, they should contact you, the signaller, to inform you that they are operating. You should speak with the dispatcher to decide how the regulation of traffic will be managed. The signaller is in charge of deciding how to regulate traffic, however they may delegate this task to the dispatcher, who will then report the order of dispatch to the signaller. This is particularly useful at busy stations where the signaller may not have time to keep track of each train's priority. The signaller may decide to change the dispatch order at any time if required. When a dispatcher is operating under the instruction of the signaller, they should send TRTS for each platform in the order of dispatch you have specified. If the dispatcher is operating under their own regulation of traffic, they will send TRTS to indicate which platform is to depart first. |
Additional Resources
8.1 - Charts |
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See the Charts and System Map pages for layouts of each box's signalling area, and of the overall game. |
8.2 - Related Videos |
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Some of the systems mentioned are used in real life around the world. Here are some examples and explainer videos. British Rail Signalling Guide (UK) A full explanatory video of how a token exchange works in real life. (Singapore) A full explanatory video of the entire token exchange system. (India) |
8.3 - Related Pages |
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8.4 - Qualified Signaller Handbook |
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The handbook details further information such as detailed procedures, extra roleplay notes and regulations specific to Qualified Signallers. You can find the Qualified Signaller Handbook here. |
References